Traffic safety deflectors



Jan. 16, 1968 H. l. GARDNER TRAFFIC SAFETY DEFLECTORS 3 Sheets-Sheet 1 Filed Sept. 13, 1966 INVENTOR.

HARRY I. GARDN R ATTORNEY Jan. 16, 1968 H. l. GARDNER. 3,363,521

TRAFFI C SAFETY DEFLECTORS Filed Sept. 13, 1966 3 Sheets-Sheet 2 INVENTOR.

HARRY I. GARDNER ATIORNEY H. l. GARDNER TRAFFIC SAFETY DEFLECTORS Jan. 16, 1968 Filed Sept. 13, 1966 3 Sheets-$heet 5 FIQLY INVENTOR. HARRY I. GARDNER BY ATTORNEY United States Patent 3,363,521 TRAFFIC SAFETY DEFLECTORS Harry I. Gardner, 1128 Grand Ave., Glenwood Springs, Colo. 81601 Filed Sept. 13, 1966, Ser. No. 579,152 Claims. (Cl. 94-1) ABSTRACT OF THE DISCLOSURE Traflic safety deflectors in the form of vertical concrete wall sections are constructed to form an integral, permanent part of a highway structure having particular utility in combination with piers, columns or other abutments either along median strips, shoulders, bridges or other heavily congested trafiic areas.

This invention relates to new and useful improvements in highway construction, and more particularly relates to novel and improved safety barriers or deflectors which are adaptable for use either independently or in combination with one another in the construction of a modern highway and freeway system to afford vastly improved driving conditions.

In the past, various trafiic safety devices have been proposed for use in the construction of highways, but have presented a number of difficulties and problems both with respect to cost and maintenance, and have not been found suitable for effective use in combination to minimize trafic hazards, especially in heavily congested areas. With the increasing emphasis placed on traflic safety, it is desirable to provide for new and useful forms of safety devices which can be constructed of concrete and readily incorporated as an integral, permanent part of a road or highway system so as not to require special upkeep and maintenance; and further, in many areas of application will materially reduce construction costs and space requirements for the highway.

In accordance with the present invention, it is also desirable to devise tralfic safety devices which are particularly adaptable for use on overpasses, bridges, cloverleafs and other heavily congested traffic areas to afford maximum safety in travel by isolating trafiic lanes without presenting dangerous obstructions in the event a vehicle leaves the road surface or veers away from its intended path of travel.

Accordingly, it is an object of the present invention to overcome many of the drawbacks and disadvantages in the prior art by providing for new and improved traflic safety means being useable in combination or independently of one another either in the construction of highways or in the improvement of existing highways.

It is another object of the present invention to provide for traflic safety devices which represent substantial savings in cost and space required in the construction of highways, particularly overpass and bridge structures, and which .will prevent vehicles from crossing into the lanes of oncoming traflic or from leaving the road surface; further, to provide a system of traflic safety deflectors adaptable for use in combination with piers, columns or other abutments in a highway system which eliminates the risk ofdirect impact .by vehicles with an abutment as well as any risk of serious damage to the vehicle or injury to the occupants.

It is a further object of the present invention to provide for traflic safety deflectors for bridge rails, median strips, abutments and the like which are so constructed and arranged that upon impact by a vehicle will retard its rate of travel and will act either to force the vehicle to return to its original path of travel or to run upon the Patented Jan. 16, 1968 deflector and come to a stop; and wherein the deflectors are so aligned in relation to the traflic pattern as to encourage the vehicles to remain in their proper l1ne of travel.

It is a still further object of the present invention to make provision for a novel and improved median safety structure which will substantially reduce the glare from lights of oncoming vehicles, reduce the required width of the median strip in superhighway structures, prevent crossing between lanes on opposite sides of the median strip, and further provide an isolated safety zone for more advantageous placement of lights along the median strip while protecting the light fixtures from direct impact by vehicles.

It is an additional object of the present invention to provide for a novel and improved superhighway consisting of upper and lower intersecting traffic levels in which traflic safety deflectors are arranged to protect columns and piers supporting the upper traflic level from direct impact by vehicles and while further isolating lanes of traffic one from the other as well as to more effectively isolate upper and lower lanes of traflic, and generally resulting in a reduction in cost of construction.

In accordance with a preferred form of the present invention, a highway structure has been designed consisting of upper and lower, transversely extending traflic levels each having multiple traffic lanes separated by a median strip, the lower level having columns at spaced intervals along the median strip as well as columns at spaced intervals along outer marginal sides which extend upwardly to support the upper highway level. In order to protect the columns from direct impact by vehicles, concrete safety barriers or deflectors are provided for the columns which include vertical wall sections extending upwardly from the road surface in spaced parallel relation to one another and in flush relation to opposite sides of the columns together with end wall sections forming a continuation of one of the wall sections forwardly from one side of a column at the end of the vertical wall section and gradually inclining in a direction away from the direction of approach of vehicles along that side of the column. In addition, vertical wall sections extend upwardly from the road surface between the outside columns and in flush relation to the inner side surfaces with end wall sections inclining downwardly and diverging rearwardly away from the sides of the columns at opposite ends of the vertical Walls. The surrounding terrain is graded to fill the area behind the concrete barriers protecting the columns, and slope paving runs from the upper edge of the intermediate wall and end wall sections for the columns upwardly to terminate at the entrance and exit points on the overpass or upper highway level. Bridge rails are formed along opposite margins of the overpass and are provided with inclined curbings extending the length of the bridge rails and slightly inwardly thereof, the curbs being characterized by diverging outwardly and merging into forwardly divergent deflector wall sections at opposite ends of the bridge rails.

An additional feature resides in the formation of a special median strip intended to traverse the entire length of a highway and which strip is characterized by having vertical Wall sections rising from the road surface between the innermost lanes of trafiic and for a distance high enough to prevent glare and reflection from lights of oncoming traflic. Where the median strip is interrupted, tapered safety deflectors are formed at each end in a manner similar to those provided for the column safety deflectors. The area between the spaced wall sections is filled with soil except for recessed areas at spaced intervals along the median strip for placement of light fixtures. Thus the median strip as devised will prevent lane crossing, minimize glare from vehicle lights and permit central placement of the lights thereby eliminating the need for duplicate lighting along opposite marginal sides of the highway system.

The above and other objects, advantages, and features of the present invention will become more readily understood and appreciated from a consideration of the following detailed description of preferred forms of the invention when taken together with the accompanying drawings, in which:

FIGURE 1 is a somewhat schematic plan view of an overpass for a highway system in accordance with the present invention.

FIGURE 2 is a schematic view, represented partially in section, of the overpass shown in FIGURE 1.

FIGURE 3 is a side elevation in detail of a guard or deflector wall for piers or columns along the median area of a highway.

FIGURE 4 is a plan view of the guard wall shown in FIGURE 3.

FIGURE 5 is a fragmentary side view of a portion of a bridge rail for a highway system of the type shown in FIGURE 1.

FIGURE 6 is a plan view of the bridge rail shown in FIGURE 5.

FIGURE 7 is a side elevational view of a guard or deflector wall for columns or other obstructions along outer marginal sides of a highway system as shown in FIG- URE 1.

FIGURE 8 is a top plan view of the guard wall illustrated in FIGURE 7.

FIGURE 9 is a somewhat perspective view of another form of deflector wall assembly for a median strip along a highway; and

FIGURE 10 is a side elevational view of the wall assembly shown in FIGURE 9.

Referring in more detail to the drawings, the present invention can be best exemplified by reference to the construction of a bridge for a highway system which is broadly comprised of upper and lower highway levels A and B wherein the upper highway A passes transversely in spaced relation over the lower highway B. For the purpose of illustration and not limitation, the upper and lower highways A and B are represented to be two and four-lane highways, respectively, although the number of lanes may be suitably varied. It will be seen that the upper highway A is supported by pier columns C rising from footings F at spaced intervals along the median M of the lower highway level B; and the upper level is further supported by outer abutment columns C rising from footings F at spaced intervals along opposite marginal sides or shoulders S of the lower highway B. In accordance with conventional practice, and as best seen in FIGURE 2, inner and traffic lanes L and L on opposite sides of the lower highway are represented as being elevated slightly above the level of the shoulders S and median strip M so as to dip slightly from the traific lanes into the shoulder and median areas, respectively.

A pair of pier columns C are illustrated in more detail in FIGURES 3 and 4, and to prevent direct impact by vehicles with the pier columns or other obstructions along the median strip, a concrete safety deflector 10 is installed as a permanent part of the highway system and consists of intermediate vertical wall sections 3.2 of uniform thickness arranged in spaced parallel relation to one another for extension along opposite sides of the pier columns and in parallel relation to the traffic lanes. The wall sections 12 are joined by permanently atfixing the ends to corners of the columns and rise from the base or ground surface to a level on the order of three and one-half to four feet high while being flush with the sides of the columns facing the respective inner trafiic lanes along opposite sides of the median strip. In turn, the leading end of each deflector 10, with respect to the direction of approach of a vehicle, has a tapered end wall section 14 in the form of a vertical wall of uniform thickness. Preferably, each end wall is supported on a suitable footing imbedded in the ground and has an upper edge 15 sloping downwardly from an outside corner of the end column in an angular direction away from the traliic lane on one side of the median M and terminating just above ground level relatively near the traflic lane on the opposite side of the median. In addition, the upper edge 15 is most desirably given a slight increasing curvature toward its upper end in approaching the corner of the column. As a result, the end wall sections 14 form continuations of the wall sec tions 12. from opposite ends and opposite sides of the pier columns so that the entire deflector 10 forms in combination with the pier columns a continuous wall section converging inwardly from the leading end of the wall with respect to oncoming traflic then extending parallel in flush relation to the sides of the pier columns. In this way, sharp corners or breaks are eliminated along the median strip so that a vehicle in approaching the pier columns from the inner lane of traffic will upon striking the convergent end wall 14 either ride upon the end wall to a high enough level that it will stop before striking the pier column; or if it strikes the side of an intermediate wall portion 12 will be forced to continue in a line parallel to the traffic lane or return safely onto the traffic lane. In any event, the deflector forms with the pier columns a continuous wall member whereby to eliminate any sharp breaks or obstructions along the median strip, and at the same time can be formed as a unitary part of the columns. The same construction can be employed with one or more columns extending along the median strip. Thus, intermediate wall sections 12 would be formed Where necessary between pier columns and the angular inclined end wall sections 12 would be formed at opposite leading ends of the pier columns. In the case of a single column or obstruction, angular end wall sections 14 would be installed for extension from diagonally opposed corners to converge in opposite directions toward the inner trafiic lanes.

A similar design and construction of safety deflectors 18 are provided for the abutment columns C' extending along outer marginal sides of the lower highway. As shown in FIGURES 7 and 8, each deflector 18 is comprised of an intermediate wall section 20 extending from inside corners of the abutment column C' and rising upwardly for a distance on the order of three and one-half to four feet. Opposite ends of each wall section 20 are permanently afiixed to the inside corners of adjacent columns so as to define a continuous wall section flush with the sides of the abutment columns facing the trafiic lanes. Depending upon the number of abutment columns, end wall sections 22 having upper inclined edges 23 are joined to outside corners of the columns at opposite ends of the structure and are formed to taper downwardly from a level with the intermediate wall section 20 in an angular direction outwardly and away from the inner traffic lanes. Referring back to FIGURE 1, it will be noted that the end wall sections 14 and 22 for the pier columns C and abutment columns C, respectively, together form inwardly convergent approaches bounding opposite sides of the inner and outer traffic lanes L and L in approaching the overpass area from either direction, and the intermediate wall sections 10 and 18 in combination define a continuous wall section along opposite sides of the traflic lanes in order to prevent direct impact with the pier and abutment columns.

Now turning to the construction of the upper highway, or bridge level, as shown in FIGURES 1, 2, 5 and 6, traffic lanes L and L; on opposite sides of the bridge are bounded by a bridge or hand rail 26 having a vertical rail section 27 rising from the outer vertical edge of a cunb 28. In order to prevent sudden impact with the bridge rail in approaching from either end, the curbing 28 has a tapered end section 29 increasing in width inwardly from opposite ends of the hand rail so as to form inwardly convergent continuations of vertical deflector wall section 30 at opposite ends of the bridge rail. Each deflector wall section 30 has an upper surface portion 31 inclining downwardly and outwardly from a point just above opposite ends of the bridge rail and terminating in an outer vertical edge 32 at or near ground level, and the inner vertical surface of the deflector wall portion 30 is formed in a common vertical plane with the inner inclined edge of the tapered end section 29. Stated another way, the bridge rail has inwardly convergent deflector wall portions 30 on opposite sides of the upper highway leading into inwardly convergent curbing sections 29, the latter defining uninterrupted continuations of the deflector wall portions so as to prevent sudden impact with the corners or ends of the bridge rail on the upper highway approaches. This is important also at bridge approaches where very often a sudden dropolf occurs to the outside of the bridge rail, for instance where the upper highway section is graded on a relatively sharp incline into the lower highway level B. In completing the overpass structure as illustrated in FIGURES 1 and 2 columns C" may be located in a conventional manner to support opposite extreme ends of the bridge or upper highway sections. In addition, a slope paving or embankment 34 extends along the steep incline as a rearward and upward continuation from the upper edges of the outer deflector wall sections 18 to a point directly beneath opposite ends of the bridge section. This represents substantial savings in labor and expense, since it avoids necessity of running the slope pavement into the ground along the shoulders of the lower highway sections while forming a continuous wall flanking opposite sides of the lower highway into the upper bridge structure; and further, by paving from the upper edge of the outer wall sections 18, the slope or grade of the embankment is not as steep as otherwise required in running from ground level.

A modified form of median safety deflector is illustrated in FIGURES 9 and which is designed for use as a continuous part of a highway or freeway system as well as at intersections, cloverleafs or overpass areas as described in connection with FIGURES 1 to 8. As represented in FIGURE 9, the median structure 40 has vertical wall portions 42 being suitably anchored in the ground as at 43 and being placed directly along the inner edges of inner trafiic lanes L with end wall sections 44 tapering outwardly and converging inwardly toward one another from opposite ends of the vertical wall portions 42. Each of the end wall sections therefore is provided with a vertical wall 45 having an upper inclined surface 46 extending downwardly from the upper edge 48 of the intermediate wall portion to an outer terminal edge 49 at ground level. The open area left between wall sections along opposite sides of the median is most desirably filled with soil or other suitable fill with the exception of recessed areas 50 located at spaced intervals along the length of the median for the purpose of receiving light fixtures of a conventional type. Preferably, the recessed areas 50 are formed by cross walls 52 extending transversely in spaced adjacent relation to one another between opposite intermediate wall portions 40.

The median as described may be interrupted or continuous although most desirably is formed to traverse the entire length of the highway with the wall portions being built sufliciently high to block the glare of lights from oncoming vehicles on opposite sides of the median strip. Moreover, placement of single light fixtures at spaced intervals along the median will afford much improved lighting for the highway and obviate use of separate light fixtures along opposite sides or shoulders of the highway. Further, highway beautification can be carried out by placing shm'bbery and flowers as indicated along the raised fill area between opposite wall portions. Where the median strip is interrupted, such as, for example to accommodate intersecting traflic lanes, the end wall sections 44 Will be located at the ends of the median to function in the same manner as described with reference to the end wall sections 14 to prevent occurrence of any sharp break or obstruction in the median deflector. By forming the median structure in this manner, a solid unitary wall is formed, the wall portions being sufficiently high to block the glare or reflection of light from approaching lanes without blocking the view along either side of the highway. Further, the median Wall will prevent vehicles from crossing the median area and avoid the need for wide, open medians as presently employed. Thus the median wall affords complete isolation and separation between opposite lanes of traflic while being relatively narrow and conserving space which can be utilized for additional trafiic lanes. In addition, the recessed areas 50 may be used to protect abutments or obstructions other than light fixtures along the median.

While the safety deflectors described are composed preferably of concrete, as an alternative other masonry or paving materials may be employed with suitable reinforcements. In the forms illustrated and described, the wall sections are firm'l-y imbedded in the median and shoulder portions of the road with the use of footings as needed for additional support. It will be further evident that the safety deflector walls as herein set forth and described may be utilized as effective barrier walls either alone or in association with upstanding abutments such as, columns, light fixtures and the like.

It is therefore to be understood from the foregoing that various modifications and changes may be made in the particular composition, combination and arrangement of traflie safety deflectors as well as their adaptation and use in different areas of application in highway construction without departing from the spirit and scope of the present invention as defined by the appended claims and any reasonable equivalents thereof.

What is claimed is:

l. In a highway having a median area separating the highway pavement into opposing lanes of trafilc and having upstanding, generally rectangular abutments for bridges and the like at spaced intervals along the median area, a deflector wall assembly extending along the median area comprising intermediate vertical wall sections extending in spaced parallel relation to one another and to the traflic lanes continuously along opposite sides of and between adjacent abutments whereby to form continuous wall surfaces with opposite sides of the abutments, and vertical end wall sections each having an upper edge inclining downwardly from a leading corner edge at the end abutment nearest to each of the approaching traflic lanes with the upper edge adapted to engage the undersides of a vehicle, each end wall portion forming a continuation of one of the wall surfaces formed and being directed laterally at a gradual angle away from the approaching traffic lanes thereby forming continuous uninterrupted wall sections along opposite sides of the median area in relation to approaching traffic lanes.

2. In a highway according to claim 1, said intermediate wall sections each rising from the ground to a level sufficiently high to block the light glare and reflection from approaching vehicles in the traffic lanes on the opposite side of the median area, and said end wall sections extending angularly and downwardly for a distance traversing the width of each respective end abutment.

'3. In a highway according to claim 1 being further characterized by having shoulders along opposite sides of the highway each provided with upstanding abutments at spaced intervals therealong, and a deflector wall for each series of abutments along opposite shoulders comprising intermediate vertical wall sections extending continuously along and between the inner sides of adjacent abutments, and end wall sections having upper edges inclining downwardly from the end abutments in each series and diverging in an angular direction rearwardly away from the outer traflic lanes.

4. In a highway structure according to claim 3, said end wall sections along the median strip and shoulders converging inwardly toward one another with respect to approaching traffic on opposite sides of the median strip.

5. A bridge rail structure for highways having a bridge pavement strip for opposing traflic lanes, said bridge rail structure comprising vertical rail sections coextensive with one another along opposite sides of the bridge pavement strip, each curb having a bevelled end section of gradually increased width inwardly from opposite ends of each rail section, each of said end wall sections defining an outwardly divergent continuation of the bevelled end sections of said curb portions at the outer sides of approaching trafiic lanes whereby to guide vehicles leaving approaching trail-1c lanes back to said lanes, and each of said end wall sections having an upper edge inclining downwardly and away from the end of each respective rail section whereby upon contact with a vehicle, the vehicle will be encouraged to ride upwardly along the upper inclined edge and be brought to a gradual stop.

6. A bridge rail structure according to claim 5, the upper edge of each end wall section inclining downward- 'ly and outwardly from the upper horizontal surface of each rail section and terminating at ground level.

7. A highway structure comprising upper and lower trafiic levels extending transversely to one another, each level having pavement strips defining multiple tr'atlic lanes separated by a median area, the lower level having vertical, generally rectangular columns at spaced intervals along the median area and said columns extending upwardly to support the upper trafiic level, concrete deflector walls for the columns along the median area including vertical wall sections extending in spaced parallel relation to one another and to the traffic lanes continuously along opposite sides of and between adjacent columns whereby to form continuous wall surfaces with opposite sides of the columns inwardly of and along opposing trafiic lanes, and vertical end wall sections each having an upper edge inclining downwardly from the leading corner of an end column nearest to each of the approaching traffic lanes, with the upper edge adapted to engage the underside of a vehicle each end wall section forming a continuation of one of the wall surfaces formed and being directed laterally at a gradual forward angle away from the approaching traflic lanes thereby forming continuous uninterrupted wall sections along opposite sides of the median area in relation to approaching traflic lanes.

8. A highway structure according to claim 7 further having vertical columns at spaced intervals along outer marginal sides of the lower level, a deflector wall for each series of columns on either side of the highway including vertical intermediate wall sections between said columns rising in flush relation along and between the sides of successive adjacent columns nearest the outer tratlic lanes, and vertical end wall sections having upper ed ges inclining downwardly from the sides of the columns nearest the outer traffic lanes at opposite ends of each of said vertical wall sections, said end wall sections inclining downwardly and in an angular direction away from the trafiic lanes.

9. A highway structure according to claim 7, the upper traffic level having bridge rail sections along opposite sides thereof including a concrete curbing disposed inwardly of and traversing the length of said rail sections, said curbing tapering outwardly and away from the traitfic lanes at opposite ends of said rail sections, and outwardly divergent wall sections inclining downwardly and outwardly from the opposite ends of said rail sections at an angle of divergence corresponding to that of the tapered end of the curbing.

10. -A highway structure according to claim 7, further inclindin-g a sloped paving area inclining downwardly and inwardly from opposite ends of the upper trafiic level and verging into the upper edge surface of said deflector walls along opposite sides of the lower traffic level.

References Cited UNITED STATES PATENTS 923,058 5/1909 Luten 52-174 1,452,875 4/1923 Healy. 1,548,925 8/1925 Zuzek 14-76 1,726,267 8/1929 Higgins 941.5 1,930,985 10/1933 Schulz 256-131 1,959,568 5/1934 Callaghan 941 2,059,311 11/1936 Bond 94-31 2,135,400 ll/r1938 Johnson 9431 X 2,496,445 2/1950 Daniels 1472 2,678,592 5/1954 Wiedman 5-54 2,946,267 7/1960 Ceden'o 94-1 3,004,145 10/1961 Kroes 941.5 3,194,128 7/ 1965 Lechner 941.5

OTHER REFERENCES A Policy of Arterial Highways, by American Association of State Highway Oflicials, published 1957, pages 25 1, 328, 338.

Manual of Uniform Traffic Control Devices, by Public Roads Administration, 1948, pages 179.

JACOB L. NACKENOFF, Primary Examiner. 

